System of vehicle control.



P. J. SIMMEN.

SYSTEM OF VEHICLE CONTROL.

APPLICATION FILED SEPT- 24. ms.

' Patented Oct. 31,1916.

Inventor on the same side of the track,

PAUL J. SIMMEN, 0F INDIANAPOLIS, INDIANA.

SYSTEM OF VEHICLE CONTROL.

Specification of Letters Patent.

Patented Oct. 31, 1916.

Application filed September 24. 1913. Serial No. 791,451.

To all whom it may concern:

Be it known that I, PAUL J. SIMMEN, a citizen of the United States,residing at Indianapolis, in the county of Marion and State of Indiana,have invented certain new and useful Improvements in Systems of VehicleControl, of which the following is a specification.

This invention relates to ing and signaling systems. Its object is asystem whereby a despatcher may signal to the trains under his control,and a clear signal for one train will produce a different signal, suchas a danger signal, if received by another train; to advise thedespatcher, and preferably make a permanent record, of the movements ofthe train in response to such signals; and to interlock the controlsling means at the despatchers ofiice to avoid accidents.

The accompanying drawings illustrate the invention in diagrammatic formfor the sake of clearness.

In said drawings: Figure 1 is a diagrammatic view illustrating a sectionof the track and the mechanism at the despatchers oflicc. Fig. 2 is adiagrammatic view of the mechanism on the vehicle. Fig. 3 is a detailsectional view taken on the line 33 of Fig. 1.

The railway system comprises a single track 5, carrying trailic in bothdirections, and assumed to run east and west. Along this track are anumber of stations A, 13, (J, I), E, F, which may be actual stations orother convenient dividing points, station A being a terminal station. Ateach station there is a siding indicated at 6 and two signal rails foreach direction of movement, one a home rail 7 nearest the station andthe second a distant rail 8 farther away. The two signal rails for eachdirection are and inpractice are usually about a third of a mile apart.

Thefour signal rails at each station are connected in common to aconductor 9 leading through a relay coil 10 to a triple throw switch 11at the despatchers oflice, there being one such switch for each station.For clearness in the diagram these switches are shown in positiondirectly above their corresponding stations. Each switch 11 has aneutral position and two extreme positions, in the latter engagingcontact members 12 and 13 respectively. All the contacts 12 are traindespatchconnected to a conductor -14, and all the contacts 13 to aconductor 15, which conductors lead, conveniently through switches 16and 17, to opposite terminals of two batteries 18 and 19, the otherterminals of which are grounded. hen any switch 11 engages the contacts12 or 13, it energizes the signal rail 7 or 8 of the correspondingstation either negatively or positively with respect to the track; whilewhen it is in neutral position such signal rails are deenergized.

Eaoh switch 11 is mounted on a pivot 20 and is provided with aninterlocking device 21 secured thereto or made integral therewith andconveniently made in the form of a plate bounded by a. convex are 22 andtwo concave arcs 23, and these devices of the various switchesinterlock, as indicated by the switches for stations B, C, and D in thediagram, to prevent any one switch from being operated to producenegative or positive energization of the signal rails of thecorresponding station when the switch for the next station to it oneither side is in position to produce positive or negative energizationof its associated signal rails. For example the switch 11 for station 0cannot be moved to engage the contact 12 when the switch for station Dengages contact 13, or to engage contact 13 when the switch for stationB engages contact 12.

In the drawing, 24 indicates an east bound train and 25 a west boundtrain. Each train, which may consist of a single car, is pro vided withthe equipment shown in Fig. 2 of the drawing. A shoe 2G is hingedlymounted at a convenient place on the car and is adapted to engage thesuccessive signal rails T and S as it moves along thetrack, during suchengagement pressing against a spring 27 and when out of such engage mentpressed by the spring against a contact arm 28. One end of the windingof an electromagnet 29 is connected by a conduit 30 to the shoe 26, andthe other end is grounded by a conduit 31 connected to the car axle 32between the wheels 33. The electromagnet has a non-polarized armature 34and a polarized armature 35. The former engages contacts 36 and 37 whenthe magnet 29 is energized in. either direction, but drops intoengagement with a contact 38 when the magnet is dei nergized. Thepolarized armature 35 is moved into its two positions when the nragnet25! is energized in opposite directiou-. remaining. in either positionin which it happ ns to he when the magnet heroines deeucrgzixcd. 'lhcpolarized armature 35 carries rontacl nIcuIhei-s ill and it which engagecontacts ll and l: rcspcetiveli' when it is in one position and contacts6' and it when it is in the other position. The contacts ll and ll areconnected together and to one terminal of a clear signal lamp l3,comcntionall) olored green, and the con- Lots l3. and and to oneterminal it a danger H'I. c nventioually colored red terminals of thelamps l? and i l are connected to the onductor ll. The contact mcmhcrs3H and ti) ar conncl'tcd respecli\el to r ntact l7 and l with either ofwhich a -\\ilch arm l! Ina he moted into engagement. thi- \\ilt'li armhcinfi ll ue ied la wir 5U to the contact wl't 'lhe "onlavt 17 isconnect d n a conductor fit to the arm 3* and uch conductor includes thec il oi an clertiormi inet Fri having an armaltlli o whi h i1 hawn awayfrom the mas net lo a --pi"'iif '"i-l to tap a hell .35 when the magnethccouws dei ncrgrizcd. The noir polarized irmatuxe 2H and the wire 31are t fi ll lt'tl illlfliltlll a reversing switch 3 to the two lil0 of alocal battery 57 carried on the car. tlrswit hes 40 and 56 beingopersignal lamp The other at1d t gether lo a common handle indieated l'hsignal lamps are conveniently of vision of at arranged wil. hill theusual range the train operator.

llwhanisui is provided for making :1 record at the despatchers ollice ofthe movement of the trains l' llows: Each relay coil to when energizedcloses a switch 591. to complete a circuit extending from one side of ahatter) al through a conductor il having! hranches t'ri tocach switch.the switch In). a conductor ii a solenoid t' -t surrounding aperforating plunger (35, and a conductor tit: to the other side of thebattery W). The solenoids til and thc perforating plun ger areconveniently arranged at the despi'itcluufl oliice in proximity to theinterlocking switch system. In front of the needle there is placed arecord sheet (3T adapted to he moved in a downward direction over arollei 5 and wound upon another roller US by means of a pawl ('11) andratchet 7U oper atcd by an eleotromagnet Tl'energiaed from the hatter)60 and controlled h) a clock switch of usual form indicated at :2. The

record sheet is ruled with parallel lines Til. transrcrsc to itsdirection of movement and these lines represent the hour and minute atwhich such lines pass the operating zone of the series of needles. Atthe edge of the. sheet the time appropriate to each line is preferablywritten or printed as indicated at 77L. The record sheet is also ruledwith other parallel lines A, l), l), E. l, ctta. at right i'. are conneted together angles to the lines ,73 and so spaced apart as to denotethe relative positions of the stations along the road, there, being oneperforating! needle for each station. It will he understood that when asolenoid 64 is energized its needle is propelled forward to puncture therecord sheet and is then immediately Withdrawn.

The operation of the system is as follows: Assume that the train 24. istd start from the station A and proceed eastward, passing the train '25coming westward. The despatcher will set the switches 11 for stations Aand B, say, to the right and those for sta tions 1), E, and F say, tothe left, as indicated. -This locks the switch 11 for station i. so thatit can not be moved in either direction because its concave arcs 23, 23are engaged by the convex arcs 22 of the switch on each side of it. ()nthe train 24, its contact shoe it) being on the signal rail and theswitches l9 and 50 being in the position indi ated the movement of theswitch 11 for station A closes a cireuit from the positive side of thebattery 18 through the earth and the grounded track rails 5, 5, the axle32 ot' the train. the winding, oi the eleetro-magnet 3h. the wire ill).the shoe 26, the signal rail T or as the case may he.the wire 9 forstation A, the rel-a; coil 10, the switch ll. the contact 1'2. theconductor 14. and the switch lt to the negative side of the battery 1b.This urrent energizes the magnet "29 and the coil 1'1. and moves theari'natures 3i and 35 into the po itions shown it they are not alreadyin urh position. 'hen in such positions these armatures complete acircuit from the positive side of the battery 57 through one arm i-l'the rc 'crsii'ig switch 50, the wire t. the green lamp lo. the contactH. the linger 11th the ntact ii. the switch arm it. the wire ihe ccutact7 h the armature 3i, and the other arm of the reversing switch 5; to thenee'aliresidc oi the hattery'ST, thus 'i\'in;; a clear --i3iml to theoperator. The energixatiou ol' th relay coil 10 also oloses the switch.ra, thu causing the cricrg'ization oi the so'iehoid i for station A. lthe circuit already and operates its perforating plunger make a mark inthe record -hcct UT on tho longitudinal line for rtillllfll at theproper point to indicate the exact time the (h-W signal has beenreeeircd in the train at that station. These circuits remain undisturhcdwhile the contact shoe of the train is in en gagelnientwith the signalrail at that station, the train despatcher is advised of the receptionof the clear signal by such train and a permanent record is made on therecord sl'iect in the plunger l b. The despatcher is also advised howlong the ear remains with its contact shoe in engagement with suchsignal rail because during that time the pli'inger 5 remains in anelevated and make a permanent record rival of the train at that point.The home.

to maintain the green lamp signal rail is energized 1n either direction,

position. As the train 24 passes from the signal rail at station A theshoe 26 passes out of engagement with the rail and engages the arm 28,thus breaking the circuit from the battery 18 to the magnet 29, butcompleting a holding circuit through the magnet from the positive sideof the battery 57 through the switch 56, the wire 31, the winding of themagnet 29, the wire 30, the shoe 26, the arm 28, the wire 51, thecontact 37, the armature 34, and the other arm of the reversing switch56 to the negative side of the battery -57. This holds the armatures 34and 35 in the same position, thus keeping the green lamp 45 burning. Aseach signal rail is reached by a car, its

shoe 26 engages the rail and ispushed outof engagement with the arm 28,thus breaking the holding circuit for the magnet 29 and deenergizing themagnet 52 to cause the bell to ring. This calls the operators attentionto the fact that there may. be a changein the signals. However, ifthesignal rail is negatively energized asbefore, as are the signalrailsfor the stations A and B with the switches 11 in the positionshown, the current ,from the battery 18 maintains the energization ofthe magnet 29 in the same direction and holds the ar-' matures 34 and 35in the positions shown its engagement by the shoe 26 energizes thecorresponding relay coil 10 and operates its perforating needle toadvise the despatcher of the arand distant signal rails are provided sothat the operator may be warned when approaching a station, and also toenable the despatcher to signal a train at the home rail by a dangersignal even although it has passed the distant rail. As the train 24passes station B and receives a clear signal it then proceeds on tostation C, its passage being recordcdby two marks on the line ll of therecord sheet 67. However, when the shoe 26 of'the-train 24 engages asignal rail at station C (the signal rail of which is dei nergizedbecause the switch 11 at that station is in neutral position), theholding circuit for the magnet 29 is broken and the hell is sounded. butas no current is sup plied from the signal rail to the magnet 29. thearnnitul'e 3i drops away from the i-nnla 'i's 3t and 37 and intoengagement with the cont-net 3 and breaks the circuit for the green lamp,4?) and closes the circuit position,

t ion, but will then do urning. If the ing the red light, to which hisattention is called by the bell 55, the operator should stop his trainand take such steps as are necessary for protection; for instance, byrunning his train upon the siding 6 at the station 0 to allow thepassage of the train 25 approaching in the other direction. As the train24 passes from the deenergized signal rail, the rengagement of the shoe26 with the contact finger 28 does not reestablish the holding circuitfor the magnet 29, because such circuit is broken by the disengagementof the contact 37 and the armature 34 when the latter is in its lowertherefore the red lamp continues lighted and the danger signal ismaintained.

When the train 24 and B, the switches 11 for such stations may beturned'to their neutral positions, or even to their left hand positionsif desired, thus 'so turn-the switch. 11. for station C until the train24' is on the siding 6 of such staso to produce a positive energizationof. the signal rails at such station by a circuit from .the positiveside of the battery 19, the switch 17, the wire 15, the contact 13, theswitch 11, the relay coil 10,'and the wire-9. In the meantime, the train25-approaching the station G from the east, passing the stations F, E,and D, has its switches 49 and 59 in the other position from that shown,so' that the positive energization of a signal rail produced by havingthe switch 11 for that station in its left hand position, will produceoperation of the green lamp 45 on such train in a manner readilyapparent. In this train the circuits are the same as on the train 24,except that the currents flow in the opposite direction and the finger40 and the contacts 42 and ,44 take the placeof the finger 39and thecontacts 41 and 43 respectively. When the train 25 reaches the signalrail at station 0, it will continue westward if the despatcher hasthrown his switch 11 for such station to the left as above described toproduce a green signal on such train when its shoe 26 engages apositively energized signal rail at such station. The lpassage of thetrain 25 past each signal rai is indicated to the desatcher and recordedon the record sheet By the needle as heretofore described. If the driverof the train 24 for any reason passes out of the siding 6 at the stationC before the train 25 has passed, or, at any other time, moves his trainso that its shoe 26 engages any signal rail which 18 positivelyenergized, this will produce a reverse flow of current through themagnet 29, causing the polarized armature 35 to move to its otherposition, thereby breaking the cirunit for the green lamp 45, andcompleting has passed stations A a circuit for the red lamp 46. Thislast circuit is the same as that already described for the green lamp t5save that the red lamp, 46 and the contact 43 take the place of thegreen lamp 45 and the contact 40. At the same time this movement of thetrain 24: will be recorded, and the despatcher will be advised of it, bythe resultant action of the relay coil 10 and the responding perforatingplunger 65, so that the despatcher can take such steps as are necessaryfor protection.

The interlocking segments on the switches 11 at the despatchers officeit will be noted are of such shape and form that two adjacent switchescorresponding to and controlling the signal rails at adjacent stationscannot be thrown into such a position that they incline toward eachother at the same time. A switch can be thrown to theright if theadjacent switch to the right is either at neutral or thrown to theright. Similarly it can be thrown to the left if the adjacent switch tothe left is at neutral or thrown to the left, but it cannot be thrown tothe right if the adjacent switch to the right is thrown to the left orthrown to the left if' the adjacent switch to the left is thrown to theright. Moreover the reversing switches 49 and 56 on each car are soarranged that when they are turned to the right thenegative-energization of the signal rails with which the shoe 26 of thecar is brought in contact will operate a clear signal while if they arethrown to the left the same energization will operate a danger signal.The result of this cooperation between the switches 11, the reversingswitches on the train and the action of the polarized and non-polarizedarmatures on the train is such that a clear signal sent through thesignal rails to a car going in one direction will result in a dangersignal being given to a car going in the other direction or vice versa,while a deenergization of these same rails will result in a dangersignal being given to both cars. Moreover, by the system described theoperator on each train is warned by a bell that a change of signals maytake place whenever he reaches a signal rail. Therefore, the operationof the system as a whole is such that the operator on the train isalways informed by a signal within sight and hearing, whether theconditions in front of him denote danger or safety and whether a changeof such conditions is impending and after a signal rail has been passedthe signal energized by the mani 'iulation given to such rail iscontinued until another rail is reached by means of the local battery onthe car so that the operator feeling that he is being taken care of fromthe despatchefis oliice and that his safety is assured can devote hisattention to the manipulation of the controlling devices on the trainand docs not have to divide such attentirm by looking out of the trainto observe signals along the track if they are visible or to listen forthem if they are audible. And at the central otiice where the switchesare located the despatcher merely by looking at his line of switches cantell at what stations a clear or danger signal will be given to trainsgoing either way and known by a glance at his record sheet where eachtrain is all of the time and knows that owing to the system ofinterlocking the switches he can not possibly let two trains going inopposite directions into the same section to cause a collision. So thatwith this system, the'operator on the train and the train despatcherboth feel reasonably safe.

\Vhat I claim is: 4

1. In a railway signal and controlling system. comprising a trackwaydivided into sections and an electrically energizable signal rail ateach section, a system of switches controlling the direction ofenergization of such rails. and means controlled by one of the switchesfor in turn controlling the direction of energization' of the rails ofadjacent sections.

2. A railway signal system comprising a railway divided by stations intoblocks, a signal rail section at each station, switches causing the'energization in either direction of such signal railsection .ateachstation, interlocking means between the switches for the differentstations. signals carried by the trains and controlled by they arepassed by the trains, the signals on the trains being difl'crcntlyoperated when the signal rail sections are energized in one directionfrom the manner in which they are operated when the signal ails areenergized in the other direction. and means for indicating at the placewhere the switches are located that a signal has been received by atrain.

3. In a railway signal and controlling system, comprising a trackwaydivided into sections and an electricallyenergizable signal rail at eachsection, a system of switches controlling the energization of suchrails, and interlocking means carried by the switches for controllingthe operation of adjacent switches when one of the switches is in apredetermined position, to thereby control the'direction of energizationof the rails of adjacent sections.

A railway signal system comprising a railway divided by stations intoblocks. a signal rail section at each station, switches causing thecnergization in either direction of such signal rail section at eachstation, interlocking means between the switches for the dillcrcntstations. signals carried by thc trains and controlled by said signalrails as tllc are passed by the trains, the signals on the trains beingrespectively operated according as the signal rail scction are encrsaidsignal rails as gized in one direction or the other, and means forindicating at the place where the switches are located the reception ofa signal by a train.

5. A railway signal system comprising a railway divided by stations intoblocks, a signal rail section at each station, switches causing theenergization in either direction of such signal rail section at eachstation, interlocking means between the switches for the differentstations, signals carried by the trains and controlled by said signalrails as they are passed by the trains, the signals on the trains beingdifferently operated when the signal rail sections are energized in onedirection from the manner in which they are operated when the signalrails are energized in the other direction, and means for recording atthe place where the switches are located that a signal has been receivedby a train.

6. A railway signal system comprising a railway divided by stations intoblocks, a signal rail section at each station, switches causing theenergization in either direction ,of such signal rail section at eachstation, interlocking means between the switches for the difl'erentstations, signals carried by the trains and controlled by said signalrails as they are passed by the trains, the signals on the trains beingdifferently operated when the signal rail sections are energized in onedirection or the other or deenergized, and means for recording at theplace where the switches are located the reception of a signal by atrain.

7. A railway signal system comprising a railway divided by stations intoblocks, a signal rail section at each station, switches causing theenergization in either direction of such signal rail section at eachstation, interlocking means between the switches for the differentstations, signals carried by the trains and controlled by said signalrails as they are passed by the trains, the signals on the trains beingdifferently operated when the signal rail sections are energized in onedirection from the manner in which they are operated when the signalrails are energized in the other direction. and means for automaticallyrecording at the place where the switches are located that a signal hasbeen received by a train.

8. A railway signal system comprising a railway divided by stations intoblocks, a signal rail section at each station, switches causing theenergization in either direction of such signal rail section at eachstation, interlocking means between the switches for the differentstations. signals carried by the trains and controlled by said signalrails as they are passed by the trains, the signals on thetrains beingdifferently operated when the signal rail sections are energized in onedirection or the other or deenergized, and

means for automatically recording at the place where the switches arelocated the reception of a signal by a train.

9. A railway signal and controllin system comprising a trackway divider?into sections, electrically energizable signal rails at each section, aclear signal and a danger signal carried by a car, a device operatingthe car signals as the car passes the signal rails, through theenergization of the latter, whereby if the signal rails are energizedpositively a clear signal will be produced on the car and if they areenergized negatively a danger signal will be produced on the car, aswitch on each car adapted to reverse the operation of such energizationto produce signals of directly opposite import from the energization thesame direction, a system of switches for controlling the energization ofthe signal rails at each section, and means for interlocking adjacentswitches in succession in the same direction to prevent one from beingturned in the opposite direction, including a device on each switch,said devices interengaging when moved to a redetermined relation andbeing disengaged when'moved to a difl'erent relation.

10. A railway signal and controlling system comprising a trackwaydivided into sections, electrically energizab e signal rails at eachsection, a clear signal and a danger signal carried by a car, a deviceoperating the car signals as the car asses the signal rails, through theenergization of the latter, whereby if the signal rails are energizedpositively a clear signal will be produced on the car and if they areenergized negatively a danger signal will be produced on the car, aswitch on each car adapted to reverse the operation of such energizationto produce signals of directly opposite import from the energization ofthe signal rails in the same direction, a system of switches forcontrolling the energization of the signal rails at each section, andmeans for interlocking adjacent switches in succession in the samedirection to prevent one from being turned in the opposite direction.

11. A railway signal and controlling system comprising a trackwaydivided into sections, electrically energizable signal rails at eachsection, a clear signal and a danger signal carried by a car, a deviceoperating the car signals as the car passes the signal rails, throughthe energization of the latter, whereby if the signal rails areenergized positively a clear signal will be produced on the car and ifthey are energized negatively a danger signal will be produced on thecar, a switch on each car adapted to reverse the operation of suchenergization to produce signals of directly opposite import from theenergization of the signal rails in the same direction, a system ofswitches for conof the signal rails in lit) trolling the energization ofthe signal rails at each section, and means for interlocking adjacentswitches in succession in the same direction to prevent one from beingturned in the opposite direction, including a devici on each switchadapted to engage a similar device on the switches on each side of eachswitch, when said switches are turned to a predetermined relation.

12. In a system for controlling the movement of railway trainscomprising a trackway divided into sections and electrically energizablesignal rails at each section, a series of switches one controlling thedirection of energization of the rails at each section and means forinterlocking the switches against improper actuation.

13. In a system for controlling the movement of railway trainscomprising a trackway divided into sections and electrically energizablesignal rails at each station, a series of switches one controlling thedirection of energization of the rails at each section and means forinterlocking the switches whereby when energization of the signal railsof a section is in one direction when the switch of that section isturned in-one direction the next switch in series in the same directioncannot be turned in the opposite direction to produce energization in anopposite direction of the rails of its section.

14. In a railway signal system signal rails and a series of switches,adapted to energize corresponding signal rails positively it theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forpreventing any switch from being turned in the wrong direction.

15. In a railway signal system signal rails and a. series of switches.adapted to energize corresponding signal rails positively if theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forpreventing any switch from being turned in the wrong direction,including a device for each switch provided with segmental edges.

it). In a railway signal system signal rails and a series of switches,adapted to energize corresponding signal rails positively if theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forprcventing any switch from being turned in the wrong direction.including a device for each switch provided with segmental edges oneedge being convex and two being concave.

ii. In a railway signal system signal rails and a series of switches,adapted to energize corrcspoinling signal rails positively it thoswitchcs are turned in one direction. and to cncl'g'iZe the railsnegatively if they are turned in anothcr direction and means forpreventing any switch from being turned in the wrong direction,including a device for each switch provided with segmental edges oneedge being convex and two being concave, the convexity and concavitybeing defined by arcs of substantially the same radius.

18. In a railway signal system signal rails and a series of switches,adapted to energize corresponding signal rails positively if theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forpreventing any switch from being turned in the wrong direction,including a bell shaped device for each switch.

19. In a railway signal system signal rails and a series of switches,adapted to energize corresponding signal rails positively if theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forpreventing any switch from being turned in the wrong direction,including a bell shaped. device for each switch, having a terminalconvex boundary and two lateral concave boundaries.

20. In a railway signal system signal rails and a series of switches,adapted to energize corresponding signal rails positively if theswitches are turned in one direction, and to energize the railsnegatively if they are turned in another direction and means forpreventing any switch from being turned in the wrong direction,including a bell shaped 139 device for each switch, having a terminalconvex boundary and two lateral concave boundaries, all of thecurvatures being on substantially the same radius.

31. A railway signal and controlling sys- 165 tom comprising a trackwaydivided into sections. electrically encrgizable, signal rails at eachsection, a clear signal and a danger signal carried by a car, a deviceoperating the car signals as the car passes the signal rails, throughthe cnergization oi the latter, whereby it' the signal rails areenergized positively a clcar signal will be produced on the car and ifthey are energized negatively a danger signal will be produced on thecar. a switch for each section adapted to control the direction ofencrgization oi its signal rails, and means for interlocking theswitchcs belonging to adjacent sections wh n-by the switches areprevented from causing the energizing of the signal rails at sucha-cctions in opposite directions.

:2. In a railway signal and contri'illing systcui coin 'irising atraclrway divided into scctions and electrically energizahlc signalrails at each section, a system of switches one for each sectioncontrolling the direction of cncrgization and dci nergimtion of suchrails and nicans for intcrlea'li'ing them against improper a tuation.110

23. In a railway signal and controlling system comprising a trackwaydivided into sections and electrically energizable signal rails at eachsection, a system of switches one for each section controlling thedirection of energization and deenergization of such rails and means forinterlocking them against improper actuation, whereby a current in thesame direction may be sent to the rails in adjacent sections in thedirection of move ment of a car, but currents in opposite directions cannot be sent to the rails in such sections. l

24. In a railway signal and controlling system comprising a trackwaydivided into sections and electrically energizable signal rails at eachsection, a system of switches one for each section controlling thedirection of energization and de'energization of such rails and meansfor interlocking them against improper actuation, whereby a current inone direction may be sent to the rails in one section and a current inthe same direction sent to the rails in adjacent sections.

25. A railway signal and controlling sys tem comprising a trackwaydivided into sections, electrically energizable signal rails at eachsection, a clear signal and a danger signal carried by a car, a deviceoperating the ear signals as the car passes the signal rails. throu hthe energization of the latter, \vherel v it the signal rails areenergized positively a clear signal will be produced on the car and ifthey are energized negatively a danger signal will be produced on thecar, a switch on each car adapted to reverse the operation of suchenergization to produce signals of directly opposite import from theenergization of the signal rails in the same direction, and a system ofswitches for separately controlling the energization of the signal railsat each section and maintaining a plurality of said rails energizedsimultaneously.

26. A railway signal and controlling system comprising a trackwaydivided into sections, electrically energizable signal rails at eachsection. a clear signal and a danger signal carried by a car, a deviceoperating the car signals as the car passes the signal rails, throughthe energization of the latter, whereby it the signal rails areenergized positively a clear signal will be produced on the car and itthe) are energized negatively a danger signal will he produced on thecar, a switch on each car adapted to reverse the operation of suchenergization to produce signals of directly opposite import from theenergization of the signal rails in the same direction, and a system ofswitches for separately controlling the energization of the signal railsat each section and maintaining a plurality of said rails energizedsimultane ()Il l some posit ively and some negatively.

37. it railway signal and controlling systern, comprising a trackwaydivided into sections, electrically energizable signal rails at eachsection, a clear signal and a danger signal carried by a car, a deviceoperating the car signals as the car passes the signal rails, throughthe energization of the latter, whereby if the signal rails areenergized positively one signal will be produced on the car, and if theyare energized negatively, the other ,signal will be produced on the car,means on each carfor reversing ,the operation of such energization toproduce signals of directly opposite import from the energization of thesignal rails in the same direction, and means for controlling theenergization of the signal rails.

28. A railroad, signals, signal controlling devices at intervals alongthe road, carcarried means to control the signals, each device adaptedto cooperate with the carcarried means on cars moving only in thedirection governed by such device, means at a central station forcontrolling the said devices and controlling one device to give a clearsignal to a car moving in one direction only, and to control a seconddevice to give a clear signal to a car moving in the opp0 site directiononly, and mechanism controlling said central station means to prevent aclear signal being given to a car moving in either direction between thetwo first men tioned devices.

29. A railroad, signals, signal controlling devices at intervals alorigthe road, car-carried means to control the signals, each de-i viceadapted to cooperate with car-carried means on cars moving only in thedirection governed by such device, and means at a central station forcontrolling the said devices and controlling one device to give a 106clear signal to a car moving in one direction only and to control asecond device to give a clear signal to a car moving in the oppositedirection only and to give a danger signal to a car moving in eitherdirection be- 110 tween the two first mentioned devices.

30. A railroad, traflic controlling signals therefor, traflic carriedsignal controlling means, signal controlling devices located along therailroad. cooperating with the tratlic carried means and eachcontrolling signals for traffic in one direction only, a centralstation, a means thereat for each device for controlling it to causeclear or danger signals, the central station means so controlling eachother that when a plurality of said means controls a set of devices tocause the giving of a clear signal for trafiic moving in one directiononly at a plurality of locations, and another plurality 128 of saidmeans controls a non-adjacent set of devices to cause the giving of aclear signal for traffic moving in the opposite direction only atanother plurality of locations. the means controlling a device betweensaid sets we will be prevented from causing the giving of a clearsignal.

31. A railroad, block stations therefor, and mechanism, including meanscontrolled by cars on the railroad for giving vat each block stationclear signals to such cars, said mechanism including means forconditioning said mechanism to give a clear signal to a car moving inone direction only at one block station and also to give a clear signalto a car moving only in the opposite direction at a different blockstation, and said mechanism also including means for preventing thegiving of a clear signal at a block station between said block stations.

32. A railroad, block stations therefor, and mechanism including meanscontrolled by cars on the railroad for giving at each block stationclear signals to such cars, said mechanism including means forconditioning said mechanism to give a clear signal to a car moving inone direction only at one block: station and also to give a clear signalto a car moving only in the opposite direction at a difl'erent blockstation, said mechanism also including means for locking theconditioning means for a block station between said block stations in aposition to give a danger signal at said intermediate block station.

In testimony whereof I ailix my signature in presence of two Witnesses.

PAUL J. SIMMEN. Witnesses R. H. Moons, CLARENCE GUSGATT.

